Automatic signal.



Application led August 23, 1907.

devices for preventing railroadiaccidents and collisions.

The invention has for its object to provide a novel apparatus for controlling the air brakes in case of a. broken rai,` an open draw bridge, a misplaced switch. or an other ineclianicalory electrical defect in the `gifiven, and upon the eiqiiration A,now in use by railroads. T tended to assist engineers road bed or track of a railroad.

Another object ot' .his invention is the provision of novel means; for automatically stopping a train, should another train bc in the preceding block or a designated section of track.

My invention aiins to provide novel devices for rendering visible and audible nals and in connection with these devices, I employ novel means for registering the time of said signals and allowing a certain period of time for action upon the part of the engineer or party in control ot the train. Failure. upon the part of the engineer to bring his train to a stop is registered tolgretlicr with the time ot' day the signals were ofra specified time, the train is immediately brought to a stop.

The signaling system comprising,lr my improved automatic devices is particularly designed whereby it can be used in connect-ion with and made a part of any signal system he system is inof locomotives, engineer fail to sec or hear a employ, figurahut'should the signal, the device which l ytively speaking, serif'es functionally as an automaton taigineei, immediately performing the duties of the engineer by setting the brakes and preventing accidental injury or loss of human lit'e and property in transit.

To this end, my automatic signal devices Specification of Letters Patent.

tend to oliviate accidents due to the causes herctotore experienced in tlnl tion of a railroad. of the invention iv invention is full)`- versant willi the ni The invention iv in detail and ret'ci th'c drawings forni cation, wherein,

Figure l is a d atciitcd A ng. 6. 1918.

Serial No. 389,887.

many opera and the man)l advantages ill lic apparent. when the` understood, by those conaintenance of railroads.

ill be presently described 'ence will non' be had lo ing a part ot' this specifi-- iagraniniatic view of the electrical connections and the mechanical elements of niy invention,

Fig. 2 is a verti dash-pot or piston Fig. 3 is a longri cal sectional view of thc valve, tiidinal sectional view of the throttlezcontrolling cylinder` Fig. 4 is 'a verti cal sectional view of the valve controlling cylinder,

Fig. 5 is a simila trollingr cylinder o r view of the whistle conr magnet valve.

Similar characters ot' reference indicate corresponding parts in 'inain cab circuit is through the train tracks l and 2, the truck "l to anoth rails aforesaid, and for ot the truck 21 wheels 'in means of the insu the several views.

norma lly completed and through the traffic current passing: troni one er truck 22 through the this purpose the are insulated by lation material 'm1, fron'i the truck itself in a well-known manner. The track is divided into blocks by means of insulation 3 and 4 provided a path ar one track section to unruptured permits` the completed as the train passes lation.

and normally there is oniid this insulation from the other which when cali circuit to be over the insu- The main Cab circuit is t'cd by the batter)v 28 and normally Hows through conductor 11, conductor o, armature 30, point au, relay 29,

conductor 27, wheels w, thence and through the Jumper circuit track section when the train passes by Way in the track, s, point 20, pointA :75, back to rail, t

ductor d, conductor 28. The cab battery 28 is back to battery preferably stronger than 'llliisy circuit nor energized and is' through thc over. the insulation of conductors l-t and (Z8, conductor Il, battery hrough truck 22 to cond?, conductor 01 and the batterv mally holds the relay 29 nbrnially complete when 'the train is traveling along the track or when Thus the rupture of the main circuit gives pas-sin o'vcr the insulation in the track proboth a visual and an audible signal to the vided tie path around the insulation has not engineer and records the time of the giving been ruptured by the presence of another of such signals and by exhausting the air train in an adjacent block or by some other from the timing switch k sets meansifin op- 70 means. When this circuitis ruptured relay eration which` will eventuallystop the train 29 is deiiergized and the armature 30 falls unless the main cab circuit is restored.

awa 4from thepoint a* and since/this main A predetermined period after the rupture cillit4 flows both through the relay 29 und of the main cab circuit, which period is govtll'iough the armature 30 it is absolutely iinerned hay the length oyf'timeit` takes the tim-i 75 possible for the` relay 29 to pick up the said ing swifch to drop, a second auxiliary or armature again except 'by the establishment sihsidiary circuit is ruptured. This second of a bridge around the armature 3G in a auxiliary or subsidiary circuit is a normally manner te be later described. closed and charged circuit fed by` the battery Under the control of the relay 29.is a subAA 32 and normali flows as follows: from bat- 80 sidiary cab circuit which is normally closed tery 32, throng conductor e3, conductor k2, and which is fed by the battery 32. This to contact head p of 'the timing switch la subsidiary cab circuit is as 'follows'. from through contact a, through conductoric, battery 32, through conductor e", through solenoid 44,conductor dconductor 0*,back

conductor we?, through the armature engagto battery 32. This circuit normally holds 86 ing the point v33, through conductor e1con the solenoid 44 energiylied. Upon the exhaust ductor 31, solenoid 34, conductor e2, through of the air from thetiniing switch 7c and at conductors :il and o1 to battery 32. the expiration of a predetermined period,

Vhcn the main cab circuit is broken and the Contact head p will have moved downthe relay 29 is denergized this auxiliary or Ward sufficiently to break the circuit at con- 9v subsidiary circuit is broken by the dropping tact al thereby rupturing the circuit just deoif the armature away from the point 33 scribed and denergizing the solenoid 44. thereby denergizing the solenoid 34 and ad- This permits air from the reservoir 37 to initting air from the reservoir 37 to the pipes flow t `rough pipes 46 and 45 to the cylinder 80 46 and 36 to whistle 38 andV exhausting air 47, which in turn closes the throttle 48 and en `from the timing switch lo through Apipe 70 uncovers a port to the pipe 49 thereby ad and valve to the atmosphere. initting air to the cylinder 50 and exhaust- `The relay 29 also holds a circuit normally lng air from the train line 53 to the atmosclosed through the signal which circuit plier@ and thus applying the brakes. 351 isas follows: from battery 28, through con- The falling of the contact head p also 10o duct-,or di, conductor o, conductor z3, causes the Contact a to establish a circuit through armaturev engagi g with contact which may be traced as follows: from batpoint o, through conductor z, to signal b", tei'y 32, to conductor e", conductor la, conthrough conductor al, conductor 7, conduc tact head p, through contact a, conductor 40 my 01 to battery 28 This Signal bX is a m, through the magnet y of the recording 105 visual signal and is normally in position clock 41, through conductor o2, conductors indicating safety so long as. the energizing d' and 01, back to battery 32, i Circuit renyanS-unruptured, ll'pon dg the fC that the throttle hais bEGll/ energization of the relay 29 the armature closed and the brakes have been applied l connected to the conductor z drops away likewise recorded by the recording clock. 110 `from the contact point o and ruptures the .If 1t 1S deslijed tO'TeSt/ore the main cab `circuit through the signal bX thereby causcircuit the engineman can push the button ",ing the signal to move to a position indicatm2 thereby establishing a circuit as follows:

in danger. (the train now being supposed to have 60 Vlien the relay 29 was dcnergzed the passed beyond the insulation 'n the track 115 dropping of the armature 30 has ruptured the and to have'an electrically contilnuous piece main circuit, but said armature coming in 0f track between the trucks 21 a d 22) from Contact with the Contact point 39 establishes battery 28, conductor di conductor 0*, button a circuit through one side of the recording m2", relay 29, conductor 27, wheels w, tirsiclrf clock 41 which may be traced as follow`a;sectio1i, truck 22, conductors d alY audio* 120 from battery 28, through conductor cl, conback to buttery 28. This will eiiergize'the ductor o, armature 30, contact point 39, conrehiy 29 and will cause it'to picktup its ar` ductor o, to magnet .fr of the recording clock matures thereby restoring all circuits.` 41, to conductor o, conductor rl. conductor Reference will now be had to Fig. 5 of 01, and back to battery 28. This energizes the drawings, wherein I have illustrated thel 125 the recording clock in a well known manner solenoid 34 and an air valve which can be and causes the latter to record the time when termed a whistle controlling valve. This the main circuit is ruptured, together with valve controls the passage air bt A:een t1 the time when the signal b* is actuated and reservoir 37, the Whistle 38, and a piston 0I the whistle 38 is sounded. valve or daslbpot K. The air valve com- 130 prises three parts, e, e and e. The part en conforms to the cap fitting upon the part e, said cap having a neck portion o carrying the solenoid 34. The neck portion 1 is provided with a bore c22 to accommodate a block c. The upper end of-the block cy is provided with a recess c having a valve seat c formed therein, in which the lower end of the solenoid rod ce is adapted to seat. Connecting with the lower end of this rod is a plunger c, having a valve end '35* adapted to engage in the seat d formed in the upper end of the cavity d" ot the block C33.

The neck portion c2* is provided with an exhaust port d communicating with a similar port P2 formed in the block 633. The block c is also formed with a bypath d, the object of which will be presently dcscribed.

Between the parts e and e are arranged diaphragme e and e, the cavity above the diaphragm e communicating `with the bypath d1 and with a port e, and a socket el, said socket receiving the end of a pipe 70, connecting with the dash-pot K.

The part e" of the valve is formed with a port j" to receive the end of a pipe 36, The port f1 communicates with the cavity d hy a port f2, the port f1 also communicates with the cavity f3, beneath the diaphragm e5, by a port f". Connected to the diaphragm e5 is a dependii g rod g1 carrying a valve g2 adapted to normally close the opening g1 between the cavities g3 and f3.

The lower end of the part` e is provided with a recess g* containing a plate g5 having a valve seat g" formed thcxin. Adapted to engage in the valve seat y is a valve /tl controlled by a spring actuated rod k2, carried by a block it screwed in the bottoni of the part e. A diaphragm /71 is arranged in the cavity ya to assist the movement of the depending rod (/1. The cavity y conimunicates with the recess g* by a porti/L5, and fr while another port la establishes communication between the atmosphere and the space below the diaphragm h4.

The solenoid (34) is normally ei'iergized drawing the solenoid rod c-GdoWnWard closing valve cf and opening valve 35,

closing valve g2 and opening valve 71B.

Air now normally Hows from the reservoir 37 through pipe 36 into opening f through port f2 into cavity d, thence past the open valve 35, through bypath Il into cavity above diaphragm e, thence through port c", through outlet e7, pipo to dashpot or timing valve K by Way of port y which timing valve is thus normally sustained in its uppcrmostllosilion by air jn'essure.

ll'hcn tho Asolenoid 3ft is dencrgizcd the valvc c is opened, theI valve 35X is closed, thc valve (/2 is opened and the valve Il is clos-wl. This permits air to exhaust from the sure. the contact al timing valve K hack through pipe 70, outlet.

e7, port e", hyp-ath d, past valve ci, to ports d and al. This causes the piston c in the time switch to drop. At the saine time air travels from inlet f1 through port f* to cavityf, past valve gt to cavity g through ports la. and la, to recess g4 and thence through port il to whistle 38.

When the Solenoid is used at t'he point 44e (Fig. 1), the outlets e7 and l are plugged up, and the plug removed from the outlet hetween the ports it and fc5.

ln these circumstances when the solenoid is energized no air `will fiow to the cylinder 47, hut when the solenoid is denergized air will flow from inlet f1, through port f* to cavity f, past valve g2, to recess g, through port It to outlet, through pipes 45 and 46 to cylinder 47 thereby closing the throttle.

In Fig. 2 of the drawings, I have illustrated a dash-pot consistingmf a plurality oi| sections fel, le, and r', these sections lieing connected together by suitable sleeves. One end of the section r is provided with a stalling-box n, through which operates u stem or piston rod o, carrying upon its uppcr, end a head 7), while intermediate its length the stem or piston rod is provided with a valve head r11. This valve head r is provided with flap valves e" and a valve head is normally' retained in engagement with the sleeve coupling mounted' in the section rrm. of the stem or piston rod o11 is provided with a pistou head n which is secured thereon by a nut w11. ln this position the air has been released from under the piston head and the Contact head p is in its lowered position.

Secured upon the lower end ofthe section 7.a is a head w11 having the port y formed therein, heretofore referred to, this port connuuuic-atingr with the interior of the scction 1 by a port zu.

The section k1 carries an insulated washer n" and secured to said washer arc spring contact arms o and al, one of said arms being of a greater length than the other. The lower ends of these arms are connected The lower end respectively to conductors mf and i" (Fig. l). Thi contact head p in further proy vided with insulating washer 13 and insulating bushing 131, and has the conductor le? connected to its metallic portion.

Then the piston or valve head fr is sustained in its uppermost position hy air preswill engage the metallic head p while the contact im willilic against thc insulating bushing 131. thereby maintaining,r a prcuit through the solenoid 44. lint when iir is exhausted from underneath r", the head 7l will fall and the contact rz will engage the insulatingwasher lll while fr will engage the metallic parl oi 711 tlicrcliy rupturing the circuit through 44 and t by a spring w1L establishing a circuit through the recording clock in the manner previously described.

The type of air valve or throttle controlling cylinder which is employed is illustrated in Fig. 3 of the drawingsLsaid valve comprising a cylinder 47" having a head 4, and connecting with said c linder is the air supply pipe 46. The cylinder 47 is provided with a port 49 and in the cylinder is arranged a valve or piston head 48, which is normally retained in one end of the cylinder hy the Spring 6". AS soon as the throttle 48 is closed, the valve in the cylinder uncovers the port 49, allowing air to pass into at brake valvecylinder 50, and closes the valve 51 thereof. This valve connects by a pipe 52 with the air reservoir 3'? and with the main air supply pipe 53, which connects 'with the air bralies of a train.

The brake valve cylinder 50 and the air valve 51, illustrated in Fig. 4 of the drawin connects by the pipe, alr tank 37 and pipe 53 to a conventional form of triple valve (not Shown) to which the train line pipe ia connected that controls the air brakes of a train. Within the cylinder Sit) is a valve controlling piston rod t5 carrying a piston head 5)* andvalves l()x and llx. The cylinder is provided with an exhaust port; 12. and the valve 1V is adapted to control a port t4* formed in the ralre 5l. Normally, the Valve llt is open so as to allow the cxcess pressure in the pipe 525 and nml: "-7 to overcome the pressure in the train lim pipe. lVhen the piston rod 8* moves dowmrardljr, the air passes un'\r:,,r-.ll if and exhaust` through port 12. Tlv pieton tlf in normally forced haelt to hold the rali'e 1U* in closed position by means1 of n coil spring' iii" encircling said piston rod.

aving now described m r I claim as new, ist* 1. In a system ot train control tluid op` erated train eontrollinc4 meam; normallxy iuactivc, an electrically controlled Valie normally energized to prevent flow ot fluid to hold the train eontrolliircIF mean` inactive and adapted when dcinergizcd to render the train controlling means active. a timing; switch normally sustained h v tluid pressure to maintain the electrically controlled valve energized and adapted when pressure iS released to deiinergize the elect rically controlled valve, a euh circuit normally closed and charged, a ralrc under the control ol' the culi circuit tor normally| maintainin,"r fluid pressure in the timing switch and adapted to releaae the tluid preesure in thc timing switch when the cali circuit is ru]i lured.

2. ln a system of train con-trol, fluid operated train controllingr means normally inactive, an electrically controlled ralvc nor` mally energized to uri-rent tlow ol' lluid to hold the train controlling means inactive invent ion what mareas and adapted when denergized to render the train controlling means active, a timing switch normally sustained by Huid pressure to maintain the electrically controlled valve energized and adapted when pressure is released to deiinergize the electrically con-A trolled valve, a cal) circuit normally closed and charged, a valve under the control ofthe cab circuit for normally maintaining fluid pressure in the timing switch and adapted to release the tiuid pressure in the timing switch when the cab circuit is ruptured, `a recording time clock. Inca cuit through the clock when the `dal) circuit is ruptured, and a second circuit adapted to closed through switch sure has been released in thc same.

3. In a System oi train control, an air reservoir, air actuated train` `controllin aneans normally inoperatiie, an electrically controlled fluid valve normally energized to prevent flou' ofiiir from the reservoir to the train controlling;r means and adapted when dciinergized to admit' air from the reservoir to the train controllingr means, a timing, switch normally in communication with thc air reservoir and sustained by aiiypresnure to normally maintain the electrically controlled ralre energized and adapted when air pren-.eure is released to iflciinergfne the electrically controlled valve,y a normally closed and charged cab circuit, a fluid ialre under control ot' said circuit' to normally permit (low ot' air from the rexervoir to the timing' said clock by the timing switch and adapted 'when the cab circuit ruptured to close communication hetn'ccn the. air reservoir and timingr switch and to release air preeeure in the timing switch,

4. ln a, system of train controhian air reservoir, air actuated train controlling lucana normally4 inopeiat'ivc. :in ,electrically controlli-d lluid rali'e normally energizial to llfufent lloc` ol air l'roni the ratei-voir to the train controllingr incline aurl adaptcdwheu deenergiL/.cil to admit air from the reaeri'oir to thc. train controllingr means. a timing switch normally in communieation with the air reservoir and sustained h v air prcasure to normallir maintain the eleetricallr` con trollcd valve energized and adapted when air pressure is relulsed to deiineitgizettlie electrically controlled valve, a normally closed and charged cab circuit` an electriA cally controlled tlnid valve .normally Inainfr tained energized hy the cal circuit to permit llow ot air from the reservoir to the tim ing:` switch and ai'lapted when the cab circuit is ruptured to release pressure in the tim-v ing switch.

5. In a system ot train control, an air reservoir, air actuated train controllin means normally inolwrativc. an electrically controlled lluid ralre normally energized ns for closinga cin-- aV predetermined period after pl'cs- A,

til)

to prut-nt lion' ot' air from the reservoir to theI train controlling means aml adapted when Ileincrgizctl to admit air from the resort oir to the train controllingr means, a timing! ,writeln normally in communication with the air reeel-voir and `auatiiiined by air pressure lo normally maintain the electrically controlled valve encre-ined and adapted when air prewurr is released to deiiliel'gize the electrirally controlled valve*y a normally closed :tml rlmrnetl rali ('ii'ruil, a fluid ValVe under control ol' `aid rirruit to normally permit tluu ot' air trom the reservoir to the timing .euitrlt and adapted when the rah circuit; is ruptured to close eommunieation between t uair rewrrftir and timing switch and to release air pressure in the timing switch, and a ref-ordine` time clock adapted to rerord tluartuation oi' the timing switch.

(i. n a system ot train control, an air rea-Muir. air artuated train rontrolling means normally inoperative. an electrically ronlrolh-d fluid valve normally energized to prt-rent llou of air from the reservoir to the train rontrollingd moana and adapted when tleiinernized lo admit air from the reservoir to the train controlling means. a timing switch nornutlly in rommuniratio with the air wwf-voir and auhtained by air pressure to annually maintain the elertrically con irolletl valle energized and adapted when an' premure is released to denergize the, elertrirallyv rontrolled valve, a normally rinsed and charged eab circuiti, a fluid Valve under rontrol of said eirruitfto normally permit flou' oi air from the reservoir to the timing' Fewiteh and adapted when the eab rirrnit ie ruptured to close communieation between the airreserroiraml timing' switch and to release air pressure in the timing su'itrh. a retording time clock, and connec-y tions thereto for recording the rupture of the ral: rirruit and the completion of actuation ol' the timing Switch.

l. ln a system of train eontrol, an air itt-t-rvoi'r. air actuated train Controlling menne normally inoperative, an eleetrieally controlled fluid valve normally energized ilo prevent tlow ot' air from the reservoir to the train controlling means and adapted when deinergized to admit air from the reservoir to the train controlling means` aV timing switch normally in con'nrrunieation will the air reeel voi r and sustained by air pressure to normally maintain the electrically contolled ralre energized and adapted when air pressure is released to denergize the electrically controlled valve., a normally closed and charged cab circuit. an eleetrically eonlrolled Huid valve normally maintained en ergized by the cab circuit to permit; HOW of air from the reservoir to the timing switch and adapted 'when the cab circuit is rap lured to release pressure in the timin switch, and an audible signal connected with said last-mentioned electrically controlled Huid valve, adapted to be sounded when said ralrc is denergized.

8. In a system of train control, an air reservoir, air actuated train eontrollin means normally inoperative, an electrically controlled fluid valve normally energized to prerent [low of air from the reservoir to t 1e train mintrolling means and adapted when deinergized to admit air from the reservoir to the train controllingr meane-` a timing switch normally in eonnnuncation with the air reservoir and sustained by air pressure to normally maintain the eleetrirally controlled valve energized and adapt ed when air pressure is released lo denergize the electrically eontrolled valve, a normally closed and eharged eab circuit, an electrically controlled (luid valve normally maintained energized by the eab circuit to permit How ot' air from thc reservoir to the timing Switch and adapted when the eab circuit is ruptured to release. pressure in the tuning swltch, an audible signal connected with said last-mentioned electrically eontrolled tluid valve, adapted to be sounded when said valve is deinergized, and a re` eordimg` time clock adapted to record the time of sounding' the audibhl Isignal and the time of completion of movement ol the tiiningr switch.

9. In a system of train control, an air reservoir, air train controlling means normally inoperative` an electrically controlled fluid valve norn'ially enrgized to prevent flow of air from the reservoir to the train controlling means and adapted when deenergized to admit air from the reservoir to the train controlling means, a timinygT switch normally in vCommunieation with the air reservoir-aud sustained by air pressure to normally maintain the eleotrioally controlled valve energized and adapted when air pressure is released to deenergize the electrically controlled valve,' a normally closed and charged cab circuit, an electrically controlled Huid valve normally maintained energized by the ea circuit to permitl flow of air from the reservoir to the timingiyiteh' and adapted when the eab Circuit: te ruptured to release pressure in the timingr switch, an audible signal connected with said last-mentioned electrically controlled Huid \'alve,`adapted to be sounded when said valve is deiinergized, and a visual signal adapted to be operated upon the rupture of the cab circuit.

0. In a train controlling system, a main cab circuit, a subsidiary eab circuit under control of the saine. a megnee valve in Said means, a circuit conswlteh, and a second magnet valve located trolled by the timing switch, the said second magnet valve controlling the tram controlling means and arranged to normally maintain the train controlling means inactive.

11. In a train cont/rolling System, a cab circuit, a magnet valve in said cab circuit, a timing switch connected with the magnet valve and controlled thereby, a circuit controlled by the timing switch, train controlling means, and a second magnet valve located in the circuit controlled by the timing switch, the said second magnet valve controlling the train controlling means and arranged to normally maintain the train controlling means inactive.

12. In a train controllin system, a normally closed and charged ca circuit, a magnet valve in said cab circuit, a timing switch connected with and controlled by the magnet valve, a circuit controlled by the timing switch. train controlling means, and a second magnet valve located in the circuit controlled by the timing switch, thc Said second magnet valve controlling the train controlling means and arranged to normally maintain the train controlling means inactive. .i

13, 1n a train controlling system, a nor-- mully closed and charged cab circuit, a mag net valve in said cab circuit, a timing' switch connected with and controlled by the inag- Vnet valve, a normallY closed and charged circuit controlled by t c timing Switch, train coi'itrollingg` means, and a second magnet valve exercising control over the train con trolling means, said second magnct valve being located in the circuit controlled by the timing switch and norunilly energized thereby to maintain thc train controlling means inactive. Y

1l. In a train cf'mtrolliug vetcui, a nor lnally closed and charged cab circuit. a tint ing switch, .a magnet valve located in the cab circuit adapted upon the rupture ot' said circuit to render the timing' Switch o pcrativd train controllingv means, a circuit controlled by the timing: switch, a second magnet valve in the circuit controlled by the timing switch connected with the train controlling means for normally vmaintaining the train controlling means inactive. a visual signal, and a circuit for actuating the saine upon the rupture of the cab circuit.

15. In a train controlliingr system, a normally closed and charged cab circuit, a timing switch, a magnet valve located in the cab circuit adapted upon the rupture of said circuit to render the timing Switch opcrativmtrain "controlling means; at circuit controlled by the timing switch,'-a second magnet valve in the circuit controlled by the timing switch for normally maintaining the train controlling means inactive, a recording time clock, and a 'circuit `for eendinga re coi-ding impulse thereto upon the rupture of the cab ci rcuit.

lo. Aln a train controlling system, a normall)v closed and charged cab circuit, a timA ingr Switch, a magnet valve located in the cab circuit adapted upon the rupture of said circuit to render the timing switch operative, train controlling means, a circuit controlled by the timing switch, a second magnet valve in the circuit controlled by the timing :switch for normally maintaining the train controlling means inactive, a recordiny time clock, a circuit for sending a recording impulse thereto upon the rupture of the cab circuit, a visual signal, and a ein cuit for actuating the same upon the rupture of the cab circuit.

17. ln a train controlling system, a normally closed and charged cab circuit, a timing' switch, a magnet valve located inthe cab circuit adapted upon the rupture of said circuit to render the timing switch'operative, train controlling means, a circuit controlled by the timing switch, a second magnet valve in the circuit controlled by the timing switch for normally maintaining the train controlling means inactive, a recording time clock, a circuit for Sending a4 recording impulse thereto upon the rupture of the cab circuit, and a circuit for sending a second recording impulse to the recording clock upon completion of the actuation of the timing; switch, Y

18. ln a train controlling systen'i, a not mally closed and charged cab circuit, a timingr switch, a magnet valve located in the cali circuit adapted upon the rupture oi eaid circuit to render the timing switch opera tive, train controlling meaux, a. circuit controlled in' the timing; eu'itcli, a eccoi'id inagnct valve in the circuit controlled by the limon:` en'ilcli t r normally maintaining the train controlling means inactive, a recording time clock, a circuit for sending a recording impulse thereto upon the rupture of'the cabv circuit, a circuit or sending a second recording impulse to the recording clock upon completion of the actuation oi the timing switch, i visual signal, and a circuit for actuating the same upon the rupture of the cab circuit.

1.9.'1`n a train controlling system, alicab circuit.l a magnet valve in said cab circuit, an audible signal adapted to be actuated by naid magnet valve, a timing switch also conJ trolled by the vmagnet valve, a circuit controlled by the timing Switch, Atrain controlhng means, and a Second magnet'valve 1o cated in the circuit controlled by the timing switch, said second magnet valve controlling the train controlling meansand arranged t normally maintain Jthe trairl' controlling means inactive.

lOl

0. In a'train controlling system, a lnormally closed and charged cab circuit. a mag,-

4cally net valve in said cab circuit, a timing switch connected with the magnet valve and normally held inactive so long as said magnet valve is energized, an audible Signal also controlled b y the magnet valve and held in active while said valve is energized, a circuit controlled by the timing switch, train controlling means, and a second magnet valve located in the circuit controlled lo, the timing switch and connected' with the train controlling means for normally maintaining the train controlling means inactive.

21. l'n a train controlling system, a normally closed and charged cab circuit, a inagnet valve in said cab circuit, a timing switch connected with the magnet valve and normally hold inactive so long as Said magnet valve is energized, an audible signal also controlled by the magnet valve and held inactive while said valve is energized, a circuit controlled by the timing switch, train controlling means, a second magnet valve loY cated in the circuit controlled by the timing switch and connected with the train controlling means for normally maintaining the train controlling means inactive, a visual signal. and a circuit for actuating the same upon the rupture of thc cab circuit.

22. 1n a system of train control, train controlling means normally inactive, a switch controlled hy fluid pressure to nolmally hold the train controlling means inactive, and a normally closed charged circuit and means controlled thereby for normally maintaining fluid ].iressure in Said Switch, whereby the rupture of the circuit or the breaking of the fluid pressure will cause the train controlling means to be operated.

23. In a system of train control, train controlling means normally inactive, an elec trically controlled valve adapted when energized to prevent flow of fluid to the train controlling means, a switch controlled by fluid pressure to normally hold the electrijally controlled valve ener ized and adapted to denergizc said valve iv ien the fluid ressure is broken, and a normally c osed charged circuit and means controlled thereby for. normally maintaining fluid pressure in said switch and adapted when ruptured to break the fluid pressure in the switch.

1n a system of train control, train controlling means normally inactive, an electrically controllcd valve adapted when encrgized to prevent flow of fluid to the train controlling means, aA switch controlled by fluid pressure to normally hold the electricontrolled valve energized and adapted to denergize said valve when the tiuid pressure is broken, and a second electrically controlled valve adapted when energized to maintain fluid pressure in Said Switch and when denergized to break the fluid pressure in said switch. l

25. In a system of train control, train controlling means normally inactive, an electrically controlled device for maintaining the train controllingr means inactive, a switch controlled by fluid under pressure, connections between `said switch and the electrically controlled device, and a normally closed charged electric circuit controlling the fluid. 2li. In a train controlling system, a main cab circuit, a subsidiary cab circuit under control of the same, a. magnet valve in said subsidiary circuit, a timing switch connected with the magnet valve and controlled thereby, train controlling means, a circuit controlled by the timing switch, a second magnet valve controlling the train controlling means, and arranged to normally maintain the train controlling means inactive.

A27'. ln a train controlling system, a cab circuit, a magnet valve in said cab circuit, a timing switch connected with the magnet valve, and controlled thereby, a circuit con-- trolled by the timing switch, train controlling means, and a second magnet valve controlling the train controlling means, and arranged to normally maintain the train controllinu means inactive.

28. n a train controlling system, a normally closed and charged cab circuit, a magnet valve in said cab circuit, a timin switch connected with and controlled .by the magnet valve, a circuit controlled by the timingswitch, train controlling means, and a second magnet valve controlling the train controlling means, and arranged to normally maintain the train controlling means inactive.

29. In a train controlling system, a normally closed and charged cab circuit, a 1nagnet valve, in Said circuit, a timin switch crmncrted with and controlled by t ic mag net valve', a normally closed and charged circuit controllcd by the timing switch, train controlling means, and a second magnet valve exercising cont-rol over the train controlling means.

3U. In a train controlling system, a normally closed and charged cab circuit, a timing switch, a magnet valve located in the -cab circuit adapted upon the rupture of said circuit to render the timing yswitch operative, train controlling means, a circuit controlled by the timing switch, a second magnet valve connected with the train controlling means for normally maintaining the train controlling means inactive, a visual signal, and a circuit for actuating the same upon the rupture of the cab circuit.

31. In a train controlling system, a cab circuit, a magnet valve in said cab' circuit, an audible signal adapted to be actuated by said magnet valve, a timin switch, also controlled by the magnet 'va ve, a circuit con-f trolled by the timing switch, train controlling means, and a second magnet valve con' trolling the train controlling means,'and arranged to normally maintain the train controlling means inactive,

`32. In a train controlling system, a norq mally closed and charged cab circuit'a mag-` net valve in said cab circuit, a timing switch connected with the magnet valve and normally held inactive so long as said magnet .valve is energized, an audible signal also controlled by the magnet valve and held in active while said valve is energized, a cir cuit `controlled by the timing switch, train controlling',l means, and a second magnet valve connected with the train controlling means, for normally maintaining the train controlling means inactive.

33. In a train controllin 1' system, a normally closed and charged exil) circuit, a. inagnet valve in said cab circuit, u timing switch connected with the magnet valve, normally held inactive so lo'n as said magnet'valve is energized, an audih e signal also controlled hy the magnet valve and held inactive while said valve is energized, a circuit controlled by the timin gr switclr, train controlling means, and a second magnet valve connected with the train controlling means for Vnormally maintaining the train controllimar means inactive, a visual signal and a circuit for actuatinp,r the same upon the rupture of the cab circuit.

3i. In a train controlling system, a cab circuit, a magnet valve in said cali circuit,

i an audible signal adapted to be actuated by said magnet valve, a timing switch also controlled` by the magnet valve. and a train controlling means under control of the magnet valve and arranged to he inoperative so long as the valve is energized. 35. A system of.' train control connai-icing: an air brake system, a, closed electric circuit and means therein for, normally holdingl the air brake system inoperative. and fluid pressure menus connected to the air brake tem for normally holding the electric circuitcomplete.

3G. A system of train control comprising: an air brake system, a closed electric circuit l and means therein for normally holding the air brake system inoperative, fluid pressure n'ieans connected to the air brake system for normally holding the electric circuit com plot-e, and a closed electric circuit for normallyholding the fluid pressure means in its crcuitclosing position.

37. A systeu'i of. train control comprising: train controlling,r means, normally energized magnet valve normally holding said 4trai-n controlling means inoperative, a circuit'llior said magnet valve, a fluid actuated circuit breaker for normally imlding said circuit complete, and a nurfnct valve normally'encr izedand which when energized holds the gold actiiatedcirruit breaker in ills circiiil'cldsing position. i

38. A system of. train control comprising:

train controlling,r means, a normally encrgized magnet valve normally holding said train controlling means inoperat1ve,a cir cuit for said magnet valve, a fluid actuated `circuit breaker for normally holding said tric circuit for normally holding said train lcontrolling means inoperative, a fluid pressure circuit breaker, and a magnet valve normally energized for vnormally admitting fluid pressure to the circuit breaker to normally lloldit in its circuit closing position, and ivliichwhen denergized exhausts fluid pressure from the circuit breaker to cause it to rupture the circuit.

l0. ln a system of train control, train ronlrolling means, a normall` closed electric circuit for normally holdlngr said train controlling means inoperative, a fluid pressure circuit breaker, a signaling device operatt-fil by fluidpressure, and a magnet valve normally 'cnergizedffor normally admitting fluid pressure to th'e circuit breaker to normally hold it in its circuit closingr position, and for normally excluding fluid pressure from the signaling device, and which when dcnergized exhausts fluid pressure from the circuit breaker to cause it to rupture the circuit, and admits fluid pressure to the signaling device.

41. In a trai'n controlling system, a throttle, a fluid pressure actuated throttle closing valve, a normally energized lnagnct valve which when denergized admitsfluid pressure to the throttle closing valve, a brake valve interposed in the train line and actuated by the throttle closin valve, a circuit for the magnet valve, an a fluid actuated circuit breaker for normally holding said circuit closed.

42. In a train controlling system, a throttlc, a fluid pressure actuated throttle closing valve, a normally energized magnet valve which When denergized admits fluid pre sure to the throttle elosin valve, a brake valve interposed in the train line and actuated by the throttle closing valve, a circuit for; the magnet valve, a fluid actuated tink ing switch for normally holding said circuit closed, and means for causing said timing switch to rupture the circuit.

43. In. a train controlling system, a throttle. a lu1d pressure actuated throttle closing valve, a normally energized magnet valve a which when denergized admits fluid pres-y sure to the throttle closin u valve interposed in the train line and actuated by the throt le closing valve, a circuit for the magnet v lve, a fluid actuated tiniing switch for iiormally holding rcir- 4125 valve, a brake fvalve, a normally 'cuit closedand another magnet valve which `when denergized causes said timing switch t rupture 'the circuit1 Ina'train controlling system, a thrttle, a fluid pressure actuated throttle closing energizedy magnet valve Which when denergized admits Huid pressure to the throttle closing valve, a brake valve interposed in the trnln line and actuated by the throttle closing valve7 a rircuit for the magnet vulve, a fluid actuated circuit breaker for normally holding said circuit closed, and another magnet valve which when denergized causes said circuit breaker to rupture the circuit.

45. A train controlling system comprising:` an air brake system, a normally closed electric circuit normally holding said system inoperative, a fluid actuated circuit breaker normally receiving air from the' air brake `System to hold the circuit closed, and an electrically actuated valve which when denergized causes fluid to exhaust from thc circuit breaker so that the latter-will rupture the normally closed circuit.

In testimony whereof I afiix my signature in the presence of two witnesses.

GUY P. THURBER. Witnesses:

MAX HJ SRoLovrrz, A. J. TRIGG. 

